DE102017109915A1 - Travel control device for vehicle - Google Patents

Abstract

A travel control apparatus for a vehicle includes a forward information detector, a follow-up travel controller, and a preceding vehicle start detector. The forward information detector detects information in front of the vehicle. The follow-up travel controller causes the vehicle to drive following a preceding vehicle when the vehicle ahead of the vehicle is detected. The preceding vehicle start detector detects a start of the preceding vehicle. The follow-up travel control means includes a turn following control means which controls a stop and a start of the vehicle when the vehicle succeeds the preceding vehicle and enters an intersection to turn to the oncoming lane. The follow-up travel controller includes a oncoming vehicle approach estimator and a stop controller. The oncoming vehicle approach estimator obtains an acceleration after the preceding vehicle is started. The stop control stops and holds the vehicle at a waiting position of the intersection without causing the vehicle to follow the preceding vehicle.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the priority of Japanese Patent Application No. 2016-120679 , filed on Jun. 17, 2016, the entire contents of which are hereby incorporated by reference.

BACKGROUND

1. Technical area

The present invention relates to a travel control device for a vehicle, which allows the vehicle to follow a preceding vehicle and automatically start and stop.

2. Related Technology

Heretofore, there has become known an inter-vehicle distance automatic control system (adaptive cruise control (ACC)) system in which constant-speed travel control for keeping a set vehicle speed is performed when there is no preceding vehicle and follow-up travel control for causing the vehicle to be ahead Vehicle follows in a state of following a succeeding inter-vehicle distance to the preceding vehicle is performed when the preceding vehicle is detected.

Recently, a system has become known in which the scope of the ACC system is extended to a low-speed range (from 0 [km / h]) to provide a congestion-following function. In the ACC system having the congestion-following function, the vehicle travels past the detected preceding vehicle to maintain the succeeding inter-vehicle distance to the preceding vehicle, and automatically stops and starts after a stop and start of the preceding vehicle.

However, the vehicle equipped with the congestion-following function ACC system follows the preceding vehicle on a general road, enters an intersection and crosses an oncoming lane in the same direction as that in which the preceding vehicle is in the oncoming lane crosses, that is, it tries, in the case of a road with left-hand traffic, to turn right. However, in this case, if an oncoming vehicle approaches the intersection, if the vehicle starts to follow the preceding vehicle, the vehicle might come into contact with the oncoming vehicle. For this reason, if the vehicle follows the preceding vehicle and enters the intersection, the driver attends the oncoming vehicle approaching the intersection. When the driver recognizes the approaching oncoming vehicle, the driver must press the brake pedal to release the ACC control or the like, thereby avoiding contact with the preceding vehicle.

In this case, it can also be predicted that when the ACC control is canceled because the driver depresses the brake pedal with delay, a delay occurs. As a countermeasure, for example, Patent Literature 1 ( Japanese Unexamined Patent Application Publication No. 1999 (Hei 11) -175897 ) a technique in which, when the vehicle follows the preceding vehicle and reaches the vicinity of the intersection where the vehicle turns right or left, the ACC control is automatically canceled, and thereafter the ACC control is resumed when Vehicle turned right or left at the intersection and crossed the intersection.

If, according to the technique disclosed in the literature described above, the vehicle reaches the vicinity of the intersection, the ACC control is automatically canceled regardless of the driver's request. For this reason, for example, when the vehicle is about to turn in the same direction as that of the preceding vehicle (right turn in left-hand traffic), the driver must press the brake pedal immediately after the ACC control has been canceled, or the like To reset inter-vehicle distance to the vehicle in front. A fast response is required immediately after the ACC control has been canceled.

In particular, in the case where the vehicle is about to turn in a direction in which the opposite lane is crossed at the intersection (right turn in left-hand traffic), the driver must pay attention not only to the oncoming vehicles running in the oncoming lane, but also pedestrians on a walkway that will then cross the vehicle and bicycles trying to cross a pedestrian crossing, etc. For this reason, it is also to be assumed that the driver has forgotten that the ACC control has been automatically canceled.

SUMMARY OF THE INVENTION

It is desirable to provide a travel control device for a vehicle that does not automatically cancel a normal ACC control, even when a vehicle following a preceding vehicle enters an intersection and is able to stop and stop the vehicle safely when the vehicle approaches an oncoming vehicle, when the vehicle following the preceding vehicle, turns in a direction that crosses an oncoming lane.

An aspect of the present invention provides a travel control apparatus for a vehicle including: a forward information detector configured to acquire information in front of the vehicle; a follow-up travel controller configured to cause the vehicle to follow the preceding vehicle when, based on the information detected by the forward information detector, pick up a preceding vehicle that is running in front of the vehicle; and a preceding vehicle start detector configured to detect a start of the preceding vehicle followed by the vehicle based on the information detected by the forward information detector. The following cruise control device has a turn following control device configured to control a stop and a start of the vehicle when the vehicle follows the preceding vehicle and enters an intersection to turn in a direction to cross an oncoming lane. The turn following controller includes a oncoming vehicle approach estimator and a stop control device. The oncoming vehicle approach estimator is configured to obtain acceleration based on the information acquired by the forward information acquirer after the preceding vehicle is started, when the start of the preceding vehicle is detected by the preceding vehicle turning-off detector, and based on on the acceleration, estimate an approach of an oncoming vehicle driving on the oncoming carriageway. The stop control device is configured to stop and hold the vehicle at a waiting position of the intersection without causing the vehicle to follow the preceding vehicle when the oncoming vehicle approach estimator estimates the approach of the oncoming vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

1 is a configuration diagram of a driving assistance device.

2 Fig. 10 is a flowchart of an ACC control routine.

3 Fig. 10 is a flowchart of a right turn following control routine.

4 Fig. 10 is a flowchart of an automatic delay control subroutine.

5 FIG. 11 is a bird's eye view of a state in which a vehicle traveling in a queue on a right turn lane enters an intersection. FIG.

6 FIG. 12 is a bird's-eye view of a state in which an inter-vehicle distance between a vehicle and a preceding vehicle in FIG 5 is long.

7 is a bird's eye view of a state in which the vehicle is the preceding vehicle in 6 follows to shorten the inter-vehicle distance between these vehicles.

8th is a bird's eye view of a state in which the vehicle is following the preceding vehicle and waiting for right turn.

9 is a bird's-eye view of a state in which the preceding vehicle in 7 turn right.

10 FIG. 12 is a bird's-eye view of a state in which the vehicle stops and stops at the right-turn waiting position of the intersection. FIG.

DETAILED DESCRIPTION

Hereinafter, an example according to the present invention will be described with reference to the drawings. 5 FIG. 12 shows a vehicle entering an intersection, where reference M denotes a vehicle to which the example of the present invention is applied, P1 designates a preceding vehicle that travels immediately before, and P2 indicates a second preceding vehicle that is in front of the vehicle preceding vehicle P1 drives. Reference numerals F1 to F3 are vehicles that travel straight on an oncoming lane. It should be noted that the figure illustrates the case of left-hand traffic and, in the case of right-hand traffic, is reversed left and right. Moreover, according to the present example, the intersection is not limited to a cross road as shown in the figure, but may instead be applied to a road where it is required to cross an oncoming lane when turning (right turn), such as on a road multi-lane road, such as a T-shaped road or a three-way road.

The vehicle M and the preceding vehicles P1 and P2 travel on a right turn lane of a lane and enter an intersection to turn right, whereas the oncoming vehicles F1 to F3 drive straight in the oncoming lane. Further, among the traffic lights installed at intersections, both traffic lights of the roadway and the oncoming road are provided with a right turn signal light to indicate that right turn is allowed.

An in 1 illustrated cruise control device 1 is mounted in the vehicle M. The travel control device 1 contains various control units, such as an ACC control unit (ACC_ECU) 11 , an engine control unit (E / G_ECU) 12 , a brake control unit (Br_ECU) 13 and a display control unit (display ECU) 14 , In one example, the ACC_ECU 11 serve as a "follow-up cruise control". The respective control units 11 to 14 are by an in-vehicle communication line 15 , such as CAN (Controller Area Network) interconnected for bidirectional communication. Each of the units 11 to 14 is mainly composed of a microcomputer known per se, including a CPU, a ROM, a RAM, and the like. A control program for operating the CPU set for each system, fixed data and the like are stored in the ROM.

A forward information detecting device 21 is with an input side of the ACC_ECU 11 connected. The forward information detecting device 21 has a stereo camera including a main camera 21a and a side camera 21b , In one example, the forward information acquisition device 21 to serve as a "forward information acquirer". Analog pictures of the surroundings in front of the vehicle M, by the respective cameras 21a and 21b be recorded and detected, a predetermined image processing by an image processing unit (IPU) 21c undergo and become the ACC_ECU 11 cleverly.

An input side of the ACC_ECU 11 is also connected to various sensors and switches, including an ACC switch 22 , a vehicle speed sensor 23 detecting a vehicle speed Vs of the vehicle M, a turn signal switch 24 that blinks a turn signal in the turn direction when turning right or left, an accelerator pedal position sensor 25 which detects an accelerator pedal depression degree θth which is a depression amount of an accelerator pedal and a brake switch 26 which is turned on by depressing a brake pedal. In one example, the turn signal switch may serve as a "turn operation unit." Further, the ACC switch 22 is constituted by a combination switch provided at a position where a driver can operate it, such as on the instrument panel, steering wheel and the like, and performs the selection of modes from normal operation (switch OFF) and ACC operation (switch ON ), Setting a set vehicle speed during ACC operation, selecting a mode from the following inter-vehicle modes ("long", "medium", "short"), on / off setting of automatic follow-up start control, etc.

On the other hand, a throttle actuator 31 with an output side of the E / G_ECU 12 connected. The throttle actuator 31 opens and closes a throttle valve of an electronically controlled throttle, which is mounted in a throttle body of an engine. The throttle actuator 31 opens and closes the throttle valve according to a drive signal from the E / G_ECU 12 to regulate an intake air flow rate and thereby produce a desired engine output.

In addition, a brake actuator 32 with an output side of the Br_ECU 13 connected. The brake actuator 32 Regulates a brake hydraulic pressure applied to a wheel brake cylinder mounted in each wheel. When the brake actuator 32 according to a drive signal from a Br_ECU 13 is driven, a braking force is generated for each wheel by the wheel brake cylinder, and the wheel is forcibly delayed.

A gauge 33 is with the display ECU 14 connected. The gauge 33 is a so-called combination indicator, which is arranged in an instrument panel in front of a driver's seat. On the gauge 33 are in accordance with command signals from the display ECU 14 various information is displayed, such as a follow-up running control display for notifying a state in which the preceding vehicle is being followed and the following drive is being executed, a cruise-speed control display for notifying a constant-speed driving state, a stop-bit indication for notifying that the ACC is stopped and held (HOLD), as well as an indication of the set vehicle speed. Further, in the measurement display 33 in addition, a speaker, a buzzer or the like is provided to signal the detection of the preceding vehicle and the start of the preceding vehicle.

The ACC_ECU 11 checks whether the preceding vehicle P1 is traveling in front of the vehicle M, based on an environment image in front of the vehicle M, with the aid of the IPU 21c the forward information detecting device 21 has been subjected to image processing. If the preceding Vehicle P1 is not detected, performs the ACC_ECU 11 the constant speed cruise control to cause the vehicle M to travel at the set vehicle speed. On the other hand, if the preceding vehicle P1 is being picked up, the ACC_ECU is received 11 an inter-vehicle distance between the preceding vehicle P1 and the vehicle M, and a relative vehicle speed based on the information from the forward information acquiring device 21 and the vehicle speed sensor 23 detected vehicle speed Vs.

Then set the ACC_ECU 11 a target following inter-vehicle distance (including a stop-following inter-vehicle distance and a starting-following inter-vehicle distance) on the basis of the host vehicle speed Vs or a vehicle speed of the preceding vehicle P1. On the basis of the target following inter-vehicle distance, the inter-vehicle distance between the preceding vehicle P1 and the vehicle M, and the relative vehicle speed, the ACC_ECU transmits 11 an acceleration command or a deceleration command to the E / G_ECU 12 and the Br_ECU 13 so that the host vehicle M keeps the target following inter-vehicle distance to the preceding vehicle P1 and follows the preceding vehicle P1.

Then the E / G_ECU causes 12 in that the throttle actuator 31 sets the throttle position, and the Br_ECU 13 causes the brake actuator 32 regulates the brake hydraulic pressure (the braking force) to thereby execute the follow-up running control. In particular, the ACC control is executed by the ACC_ECU 11 according to a in 2 described ACC control routine, which will be described later.

Incidentally, in the execution of the follow-up start after the follow-up stop, the running control is generally performed to start the vehicle M after checking an operation input such as driver's pressure on the accelerator pedal. On the other hand, the ACC_ECU 11 according to the present example, to resume the follow-up control (follow-up travel control) by automatically starting the vehicle M from a follow-up stop state when the start of the preceding vehicle P1 has been detected.

Furthermore, the ACC_ECU 11 a right turn successor control unit 11a which according to a behavior of the preceding vehicle P1 determines whether the vehicle M is to succeed the preceding vehicle P1 or wait for the turn to the right if the preceding vehicle P1 is followed and an attempt is made to turn right while crossing the oncoming lane , In one example, the right turn follow-up control unit may 11a serve as a turn following controller.

In a state where the vehicle M follows the preceding vehicle P1 to enter the intersection and stops behind the preceding vehicle P1 waiting for the right turn, the ACC_ECU exits 11 a stop-following inter-vehicle distance Ds (see 5 ), which is set as the target following inter-vehicle distance to the preceding vehicle P1, so that the vehicle M is stopped and held by braking (HOLD). If then the ACC_ECU 11 confirms the start of the preceding vehicle P1 and the inter-vehicle distance reaches the start-following inter-vehicle distance set as the target following inter-vehicle distance, the stop-stop is canceled and the vehicle M starts automatically.

However, if there exists a vehicle F1 on the oncoming lane in the inter-vehicle distance, if the preceding vehicle P1 turns right, the oncoming vehicle F1 may approach and enter the intersection when the vehicle M tries to turn right. For this reason, when the vehicle M crosses the oncoming lane, the driver attends the oncoming vehicle F1 and is ready to depress the brake pedal.

In order to assist the driver in turning right, the right-turn successor control unit determines 11a that in the ACC_ECU 11 is mounted, according to the behavior of the preceding vehicle P1, whether the vehicle M can turn behind the preceding vehicle P1 to the right. If it is determined that the right turn is difficult, the ACC_ECU delays 11 the vehicle M automatically and stops and keeps the vehicle M in a waiting state for the right turn. The above right turn following control for execution by the right turn follow control unit 11a is according to a in 3 shown right turn following control routine, which will be described later.

Now the ACC control will be executed by the ACC_ECU 11 according to the in 2 described ACC control routine described.

In this routine, first in step S1, based on a signal from the ACC switch 22 checked whether the driver has switched on the ACC. If the ACC has been turned on, the routine proceeds to step S2, whereas if the ACC is turned off, the routine branches to step S3 and the ACC control is canceled (CANCEL), and the routine is exited.

When it is determined that the ACC is turned on and the routine proceeds to step S2, it is determined whether the vehicle M is in a stop-and-hold state (HOLD) based on, for example, a brake signal for implementing brake-stop and stop of the vehicle M from the ACC_ECU 11 to BR_ECU 13 has been transferred. The state in which the ACC is turned on and the vehicle M is stopped and held is a state in which the vehicle M follows the preceding vehicle P1 and automatically stops while leaving a predetermined stop-following inter-vehicle distance Ds. When the vehicle M is stopped and held (the brake signal is transmitted), the routine proceeds to step S4. On the other hand, if the stop-stop is canceled (the brake-release signal has been transmitted), the routine jumps to step S12.

When the routine proceeds to step S4, a time elapsed since start of the stoppholding (elapsed stop-stop time) Ta [seconds] is counted. It is checked whether the expired Ta has reached a predetermined automatic start continuation permission time Tx (for example, 30 to 60 [seconds]). If the elapsed stop-stop time Ta [seconds] is within the automatic start continuation permission time Tx [seconds] (Ta ≦ Tx), the routine proceeds to step S5. Even if the elapsed stop-stop time Ta [seconds] has passed after the automatic start continuation permission time Tx [seconds] (Ta> Tx), the routine branches to step S7.

On the other hand, when the routine proceeds from step S4 to step S5, it is checked whether the automatic starting of the vehicle M is permitted. Whether the automatic start is allowed becomes based on a recognition result from the forward information detecting device 21 certainly. In other words, whether an interruption by an obstacle such as a pedestrian or a bicycle is recognized between the preceding vehicle P1 and the vehicle M or a possibility of such interruption (an obstacle approaches one side of the vehicle M) is detected in the forward information acquiring device 21 checked.

If no obstacle is detected between the preceding vehicle P1 and the vehicle M and no approach of the obstacle is detected, it is determined that the automatic starting is permitted, and the routine proceeds to step S6. On the other hand, when an obstacle is detected between the preceding vehicle P1 and the vehicle M, or when the approach of the obstacle is detected, it is determined that the automatic starting is prohibited, and the routine branches to step S7. In other words, in this step S5, the routine proceeds to step S6 only when the safety in front of the vehicle M is based on that of the cameras 21a and 12b recorded pictures is confirmed and the automatic start is allowed.

When the routine proceeds from step S4 or step S5 to step S7, the automatic following cruise control is prohibited and the routine is exited. If auto follow-up control is prohibited, the ACC_ECU will stop 11 a Stopphaltezustand of the vehicle M, regardless of the presence or absence of the preceding vehicle P1, to, until an operation input, such as turning on the ACC switch 22 by the driver or step on the gas pedal is confirmed.

In addition, the routine proceeds to step S6, and it is based on the pictures taken by that in the forward information acquiring device 21 attached camera couple 21a and 21b recorded, checked whether the preceding vehicle P1 has started from the stopped state out. When the preceding vehicle P1 remains in the stopped state, or in other words, when the inter-vehicle distance between the vehicle M and the preceding vehicle P1 remains at the stop-following inter-vehicle distance Ds, the routine returns to step S4. When the start of the preceding vehicle P1 is detected, or in other words, when the inter-vehicle distance between the vehicle M and the preceding vehicle P1 exceeds the stop-following inter-vehicle distance Ds, the routine proceeds to step S8. In one example, the process in step S6 may serve as a "preceding vehicle start detector."

The routine proceeds to step S8, and the stop-stopping time Ta elapsed from the start of stop-stopping is compared with an automatic-start-continuation permission time Ty. The automatic start continuation permission time Ty is a threshold for determining a time during which the driver's attention decreases toward the front. The automatic start continuation permission time Ty is set to about 3 [seconds] in the present example, but is not limited to this value.

When the elapsed stop-stop time Ta exceeds the automatic start continuation permission time Ty (Ta> Ty), it is determined that a possibility that the driver's attention has decreased toward the front (distracted, careless, or the like) is high, and the routine proceeds to step S9. When the elapsed stop-stop time Ta falls within the automatic start continuation permission period Ty (Ta ≦ Ty), it is determined that the driver's attention is kept forward, and the routine proceeds directly to step S10.

The routine proceeds to step S9, wherein the display ECU 14 an alarm signal is output, and the routine proceeds to step S10. Based on the alarm signal from the ACC_ECU 11 shows the display ECU 14 on the gauge 33 an image to bring the driver's attention to the front, and announces this by activating a voice, a buzzer or the like.

When the routine proceeds from step S8 or step S9 to step S10, the elapsed stop-stopping time Ta is cleared (Ta ← 0), the routine proceeds to step S11, the stop-holding (HOLD) is canceled, and the automatic starting control is executed, and the routine proceeds to step S12. In the automatic follow-up start control, if the inter-vehicle distance between the vehicle M and the preceding vehicle P1 detected by the forward information detecting device 21 is detected reaches the start-succession inter-vehicle distance, the vehicle M follows the preceding vehicle P1 and starts automatically. After the vehicle M has reached a predetermined starting vehicle speed (for example, 5 to 15 [km / h]), the routine proceeds to step S12.

When the routine proceeds from step S2 or step S11 to step S12, the normal ACC control (so-called follow-up travel control) is executed and the routine is ended. Incidentally, the normal ACC control is disclosed in Japanese Unexamined Patent Application Publication No. Hei. 2013-68178 A and the like are disclosed in detail, and therefore a description of the normal ACC control will be omitted.

Even while the ACC_ECU 11 executes the ACC control routine described above interrupts the right turn follow control unit 11a the ACC control routine to set the in 3 illustrated right turn following control routine. Accordingly, when the later-described automatic deceleration control is not executed in the right-turn follow-up control routine, the ACC control according to the ACC control routine in FIG 2 executed. The steering operation while turning to the right is performed by the driver.

The above routine starts when the vehicle M stops following the preceding vehicle P1. First, in step S21, the routine waits until the succession start of the vehicle M stopped and held in the ACC control routine described above is detected, and when the start of the vehicle M has been detected, the routine proceeds to step S22 ,

The routine proceeds to step S22, and a signal from the turn signal switch 24 is read, and it is checked whether a right turn signal of the vehicle M is turned on. When the right turn signal is off, it is determined that the driver does not intend to turn right with the vehicle M, and the routine is left as it is. On the other hand, when the right turn signal is on, it is determined that the driver intends to turn right with the vehicle M, and the routine proceeds to step S23. For example, whether the vehicle M turns right may be determined based on a steering angle detected by the steering angle sensor. In one example, the process in this step may serve as a "vehicle rollback detector."

The routine proceeds to step S23, wherein it is determined whether a right rear turn signal is flashing, ie, whether the preceding vehicle P1 is about to turn right according to an image of the right turn signal of the preceding vehicle P1, which is information from the forward information detecting device 21 is detected. In one example, the process in this step may serve as a "preceding vehicle turn-off detector."

If the right rear turn signal does not flash, it is determined that the preceding vehicle P1 does not want to turn right, and the routine is exited. On the other hand, when the flashing of the right rear turn signal is detected, it is determined that the preceding vehicle P1 is in the process of turning right, and the routine proceeds to step S24.

In step S24, a travel distance Do of the preceding vehicle P1 that has started off and an elapsed time (time elapsed after start) To, which is the image of the forward information acquisition device 21 is detected and detected, and it is checked whether the preceding vehicle P1 has traveled by a predetermined driving distance (set driving distance) Dz or further within a predetermined elapsed time (set elapsed time) Tz.

In general, when a vehicle, such as the preceding vehicle P1 entering the intersection and waiting for right turn, attempts to turn right, the vehicle accelerates and crosses an oncoming lane. In particular, when a driver driving the right-turn vehicle recognizes that an on-coming vehicle F1 traveling in the oncoming lane is approaching the intersection, the driver starts the vehicle with greater acceleration to quickly cross the oncoming lane. The set elapsed time Tz and the set travel distance Dz described above determine behavior of the attempt to cross the oncoming lane when the preceding vehicle P1 turns right. In the present example, Tz = 2 [seconds] and Do = 10 [meters] are set, but the present invention is not limited to these values.

When the travel distance Do has not reached the set travel distance Dz and when the set elapsed time Tz has not reached the elapsed time Do (To> Tz, Do <Dz), it is estimated that the preceding vehicle P1 is maintaining a right turn waiting state, or that because a second preceding vehicle P2 (see 5 and 6 ) has turned right, the preceding vehicle P1 has advanced at a very slow speed to a position where the second preceding vehicle P2 has stopped, and will exit the routine.

On the other hand, when it is determined that the travel distance Do exceeds the set travel distance Dz within the set elapsed time Tz (To ≦ Tz, Do ≥ Dz), it is estimated that the preceding vehicle P1 has departed with relatively high acceleration with the oncoming vehicle F1 approaches, and the routine proceeds to step S25. In one example, the process may serve as the "oncoming vehicle approach estimator" in step S24.

The routine proceeds to step S25, wherein the travel of the preceding vehicle P1 in the lateral direction is based on the image acquired by the forward information acquiring device 21 is detected and detected, and it is checked whether the preceding vehicle P1 is traveling with respect to a direction of travel of the vehicle M in the direction to the right. When the rightward travel is not detected, it is determined that the preceding vehicle P1 has left the vehicle M without turning right after starting, and the routine is left as it is. When it is determined that the preceding vehicle P1 is going rightward with respect to the traveling direction of the vehicle M, the routine proceeds to step S26.

When the routine proceeds to step S26, based on the image acquired by the forward information acquiring device 21 is recorded and detected, checked whether a right turn signal light is installed in a traffic light. If the right turn signal light is not installed, the routine proceeds to step S27, and if the right turn signal light is not installed, the routine jumps to step S28. When the routine proceeds to step S27, it is checked if the right turn signal light is not lit, and if the right turn signal light is not lit, the routine is left as it is. On the other hand, if the right turn signal light is not lit, the routine proceeds to step S28. If the right turn signal light is not lit, because the vehicle on the oncoming lane F1 has stopped at a stop line before the intersection and will not enter the intersection, the normal ACC control (follow-up travel control) is executed.

When the routine proceeds from step S26 or step S27 to step S28, according to the image, that from the forward information acquiring device 21 is detected and detected, verifies whether the oncoming vehicle F1 is actually approaching. If the oncoming vehicle F1 is not detected, the routine will be left as it is. If a forward detection distance of the two cameras 21a and 21b stored in the forward information acquisition device 21 are appropriate, for example 50 to 80 [meters], the oncoming vehicle F1 does not exist before at least 50 to 80 [meters]. For this reason, the vehicle M follows the preceding vehicle P1 under the normal ACC control, and turns right after crossing the oncoming lane. Whether the oncoming vehicle F1 has stopped at the stop line may be determined in step S28, and therefore the process in steps S26 and S27 may be omitted.

On the other hand, when it is determined in step S28 that the oncoming vehicle F1 has been detected, the routine proceeds to step S29, wherein a vehicle speed of the oncoming vehicle F1 and a distance to the oncoming vehicle F1 from the image detected by the forward information detecting device 21 is received, a responsive vehicle F1 arrival time Tc, which it takes until the oncoming vehicle F1 reaches the vehicle M, is obtained based on the calculated vehicle speed and the distance, and the arrival time Tc with a predetermined crossing time Tw is compared. The crossing time Tw is a time during which the vehicle M can cross the oncoming lane before the oncoming lane Vehicle F1 reaches the vehicle M. The crossing time Tw is based on a starting acceleration under the ACC control of the vehicle M, a width of the oncoming lane based on that of the forward information detecting device 21 taken picture, and the like, set.

When Tc> Tw is satisfied, the routine is left as it is, and the vehicle M turns right under the normal ACC control, following the preceding vehicle P1. On the other hand, when Tc ≦ Tw is satisfied, it is determined that it is difficult for the vehicle M to cross the oncoming lane, and the routine proceeds to step S30. In one example, the process in step S29 may serve as a "succession start determiner."

The routine proceeds to step S30, wherein an automatic deceleration control with normal ACC control (follow-up travel control) preference is executed, and the routine is exited. The automatic deceleration control in step S30 is performed in accordance with an in 4 illustrated automatic delay control subroutine executed. In one example, the process in this step may serve as a "stop controller."

First, in the subroutine in step S31, a right turn stop position of the intersection or a stop waiting position of the preceding vehicle P1 that has stopped waiting to turn right, based on the image acquired by the forward information detecting device 21 is detected and detected, and the waiting position thus recognized is set as a stop target point.

Subsequently, the routine proceeds to step S32 to calculate a deceleration at which the vehicle speed at the stop-destination becomes 0 [km / h]. The routine proceeds to step S33 to set a corresponding brake hydraulic pressure with a corresponding drive signal to the Br_ECU 13 in step S34, and the routine proceeds to step S35. Then the Br_ECU operates 13 the brake actuator 32 , regulates the brake hydraulic pressure for application to the wheel brake cylinders of the respective wheels, generates a predetermined braking force, and decelerates the vehicle M.

Then, the routine proceeds to step S35, in which it is checked whether the accelerator pedal depression degree θth of the accelerator pedal coming from the accelerator pedal position sensor 25 0 [degrees], that is, whether the driver steps on the accelerator pedal. When the driver steps on the accelerator pedal (θth> 0), the routine branches to step S36 to prioritize the operation of the driver, and the automatic deceleration control is canceled and the routine is exited.

On the other hand, when the accelerator pedal is released (θth = 0), the routine proceeds to step S37 in a state where the automatic deceleration control is continued, and it is checked whether the vehicle speed sensor 23 detected vehicle speed Vs 0 [km / h] reached. If the vehicle M is not stopped (Vs> 0), the routine returns to step S35 to continue the deceleration control.

On the other hand, when it is determined in step S37 that the vehicle M has stopped (Vs = 0), the routine proceeds to step S38, wherein the vehicle M is stopped and held (HOLD) by the braking stop, and the routine is exited. As a result, the vehicle M advances at a slow speed to a position where the preceding vehicle P1 has been waiting for the right turn is automatically stopped and enters a right turn waiting state. Then, when the oncoming vehicle F1 waits for the traffic light or passes the vehicle M, and no other oncoming vehicle F2 approaches behind the oncoming vehicle F1, and it is determined that the crossing is possible, the vehicle M under the normal ACC control ( Follow-up drive control) an automatic start.

Now, referring to the flowcharts 2 to 4 described above, an example of the control when the vehicle M, following the preceding vehicle P1, turns right, will be described with respect to a mode in which three vehicles including the vehicle M, of the preceding vehicle P1 and the second preceding vehicle P2 are waiting for the right turn, as in FIG 5 to 7 and a mode in which two vehicles including the vehicle M and the preceding vehicle P1 are waiting for the right turn, as in FIGS 8th to 10 shown.

<Successor control in a state where three vehicles wait for the right turn>

If, as in 5 2, following the vehicle M, following the preceding vehicle P1, entering the intersection, attempting to turn right according to the normal ACC control (S12), and detecting the stopping of the preceding vehicle P1, the vehicle M is stopped and stopped the predetermined stop-following inter-vehicle distance Ds held.

Meanwhile, as in 6 represented, the second preceding vehicle P2 and stops, until the oncoming vehicle F1 entering the intersection and the following oncoming vehicle F2 pass through the intersection, and when an inter-vehicle distance between the following oncoming vehicle F2 and a second succeeding oncoming vehicle F3 is sufficiently long, the second preceding vehicle P2 traverses the intersection Oncoming lane, as soon as the following oncoming vehicle F2 has passed through, and turns right.

When the preceding vehicle P1 has confirmed the right turn of the second preceding vehicle P2, the preceding vehicle P1 advances at a very slow speed to a right turn stop position of the intersection, that is, a position where the second preceding vehicle P2 has been waiting for the right turn , and then stops. Then, when the travel distance Do as the inter-vehicle distance to the preceding vehicle P1 has reached the starting-following inter-vehicle distance, the vehicle M starts, following the preceding vehicle P1 (S11, state in FIG 6 ), then switches to the normal ACC control and stops at the stop-following inter-vehicle distance Ds to the preceding vehicle P1 (S12, state of 7 ).

In this situation, in an in 3 illustrated right turn following control routine, according to an operating state of the right turn signal, in steps S22 and S23 confirms whether the vehicle M and the preceding vehicle P1 turn right. Further, in step S24, according to the traveling distance Do of the preceding vehicle P1 per set elapsed time Tz, it is determined whether the preceding vehicle P1 turns right via the oncoming lane or advances only to the right turn stop position of the intersection.

As described above, the set elapsed time Tz and the set travel distance Dz are used to determine the behavior when trying to cross the oncoming lane when the preceding vehicle P1 turns right. When the preceding vehicle P1 advances only to the right turn stop position of the intersection, the preceding vehicle P1 advances only at a very slow speed by at least the distance obtained by adding the inter-vehicle distance between the preceding vehicle P1 and the second preceding vehicle P2 front and rear lengths of the second preceding vehicle P2 is obtained. Therefore, the travel distance Do at the time (To = Tz) when the time elapsed after the start To has reached the set elapsed time Tz is shorter than the set travel distance Dz (Do <Dz), and the right turn following control substantially does not become executed. As a result, the normal ACC control is executed, and the vehicle M follows the preceding vehicle P1 and is stopped and stopped at the stop-following inter-vehicle distance Ds (S12).

<Succession control in a state where two vehicles wait for the right turn>

As in 8th 1, when the vehicle M following the preceding vehicle P1 has entered the intersection, it is stopped at the stop-following inter-vehicle distance Ds from the preceding vehicle P1 in an attempt to turn right. As in 9 11, the preceding vehicle P1 confirms the passage of the oncoming vehicle F1 traveling straight on the oncoming lane and the following oncoming vehicle F2, and turns rightward, while it between the following oncoming vehicle F2 and the second succeeding oncoming vehicle F3 at a predetermined timing, and then the vehicle M tries to start following the preceding vehicle P (S11).

Here, in the right turn following control routine, the routine proceeds from step S21 to steps S22 and S23. When the right turn signals of the preceding vehicle P1 and the vehicle M are operated together, the routine proceeds to step S24, wherein it is checked whether the preceding vehicle P1 has traveled beyond the set driving distance Dz within the set elapsed time Tz. If in general, as in 9 That is, when the driver of the preceding vehicle P1 tries to turn right and wants to enter the oncoming vehicle F3 at the intersection, the driver tries to cross the oncoming lane in a short time, in other words, at a comparatively higher starting acceleration than at normal starting acceleration while turning right.

For this reason, in step S24, the right turn following control routine To ≦ Tz and Do ≥ Dz are satisfied, and it is estimated that the oncoming vehicle F1 is approaching. Then, if it can be confirmed in step S25 that the preceding vehicle P1 has traveled in the right direction, it is determined that the preceding vehicle P1 has actually turned right. Thereafter, in step S28, based on the image acquired by the forward information acquiring device 21 is detected and detected, verifies whether the oncoming vehicle F1 is actually approaching. When the oncoming vehicle F3 has been detected, at step S29, it is checked whether the arrival time Tc of the oncoming vehicle F3 to the vehicle M is shorter than the crossing time Tw.

Then, when it is determined that the arrival time Tc to the vehicle M is shorter than the crossing time Tw (Tc <Tw), it is estimated that the vehicle M can hardly cross the oncoming lane, and the automatic deceleration control is executed (S30). As a result, as in 10 4, the vehicle M advances at a very slow speed to the right turn stop position of the intersection and is stopped and held to prevent it from projecting to the side of the oncoming lane.

This way, in the ACC_ECU 11 According to the present example, in addition to the normal ACC control, the right turn follow-up control unit 11a the right turn follow-up control. The right-turn successor control unit 11a estimates based on the start acceleration from a state in which the preceding vehicle P1 is waiting for the right turn, whether the oncoming vehicle F1 is approaching. When it is estimated that the oncoming vehicle F1 is approaching, the vehicle M is fundamentally prevented from turning right ahead of the preceding vehicle P1. As a result, it can be prevented from the outset that the vehicle M projects toward the oncoming lane.

Since the approach of the oncoming vehicle F1 is estimated on the basis of the starting acceleration of the preceding vehicle P1, a quick action can be taken before the actual approach of the preceding vehicle F1 based on the image from the forward information detecting device 21 is verified.

In addition, if it is estimated that it is difficult to cross the oncoming lane, the right turn follow-up control unit may 11a safely stop and hold the vehicle M at the intersection, causing the vehicle M to wait for the right turn at the intersection. Further, based on that of the forward information detection device 21 If the recorded image is verified as to whether the oncoming vehicle F1 is actually approaching, the safety can be doubled.

Further, even when the vehicle M enters the intersection following the preceding vehicle P1, high comfort can be obtained because the automatic following travel control is continued without effecting automatic cancellation of the ACC control.

The present invention is not limited to the above-described example. For example, the forward information detecting device is 21 is not limited to the stereo camera, but may be configured by a combination of a monocular camera and a distance sensor (millimeter-wave radar, acoustic wave radar, laser radar, or the like).

A travel control apparatus for a vehicle includes a forward information detector, a follow-up travel controller, and a preceding vehicle start detector. The forward information detector detects information in front of the vehicle. The follow-up travel controller causes the vehicle to drive following a preceding vehicle when the vehicle ahead of the vehicle is detected. The preceding vehicle start detector detects a start of the preceding vehicle. The follow-up travel control means includes a turn following control means which controls a stop and a start of the vehicle when the vehicle succeeds the preceding vehicle and enters an intersection to turn to the oncoming lane. The follow-up travel controller includes a oncoming vehicle approach estimator and a stop controller. The oncoming vehicle approach estimator obtains an acceleration after the preceding vehicle is started. The stop control stops and holds the vehicle at a waiting position of the intersection without causing the vehicle to follow the preceding vehicle.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 2016-120679 [0001]
• JP 1999-175897 [0006]
• JP 2013-68178 A [0049]

Claims (4)

A travel control device for a vehicle, comprising: a forward information detector configured to acquire information in front of the vehicle; a follow-up travel controller configured to cause the vehicle to follow the preceding vehicle when, based on the information detected by the forward information detector, pick up a preceding vehicle that is running in front of the vehicle; and a preceding vehicle start detector configured to detect, based on the information detected by the forward information detector, a start of the preceding vehicle followed by the vehicle; wherein the follow-on travel control means comprises a turn-up control unit configured to control a stop and a start of the vehicle when the vehicle follows the preceding vehicle and enters an intersection to turn in a direction to cross an oncoming lane, and wherein the turn following controller comprises: a responsive vehicle approach estimator configured to obtain acceleration based on the information acquired by the forward information detector after the preceding vehicle is started when the start of the preceding vehicle is detected by the preceding vehicle turning-off detector, and estimating, based on the acceleration, an approach of an oncoming vehicle traveling on the oncoming carriageway; and a stop controller configured to stop and hold the vehicle at a waiting position of the intersection without causing the vehicle to follow the preceding vehicle when the oncoming vehicle approach estimator estimates the approach of the oncoming vehicle. The travel control device for a vehicle according to claim 1, wherein the stop control means sets, based on the information detected by the forward information detector, a stop-destination point at the intersection after the preceding vehicle is started and the vehicle stops and stops at the stop-destination point. A travel control apparatus for a vehicle according to claim 1 or 2, wherein the turning succession control device further comprises: a vehicle turn-around detector configured to detect a turn of the vehicle in the traverse direction of the oncoming lane based on a signal from a turnable operating unit attachable to the vehicle; and a preceding-vehicle turn-down detector configured to detect, based on the information detected by the forward information detector, turning of the preceding vehicle in the traverse direction of the oncoming lane, and wherein the stop control means stops and holds the vehicle at the waiting position of the intersection, when the vehicle turning detector detects the turning of the vehicle in the opposite-lane crossing direction, the preceding-vehicle turning-off detector detects the turning of the preceding vehicle in the opposite-lane traveling direction, and Responsive-vehicle approach estimator estimates the oncoming vehicle approach. A travel control apparatus for a vehicle according to any one of claims 1 to 3, wherein the turn following control means further comprises a succession start determiner configured to obtain, based on the information acquired by the forward information detector, an arrival time required until the oncoming vehicle that is on the oncoming lane, arrives at the vehicle, and cause the vehicle to start following the preceding vehicle when the arrival time is longer than a time during which the vehicle can cross the oncoming lane.

Images